Airplane construction



Feb 1937- e. E. BARNHART A IRPLANE CONSTRUCTION Filed Sept. 28, 1955 I 2 Sheets-Sheet 1 0 H .m T a A N E O a v n w N f I I a A 5 f e 9 y 7 F e M G IQ Y I" B Feb. 16,1937. G E. BARNHAR T 4 2,070,705

AIRPLANE CONSTRUCTION Filed Se'pt. 28, 1935 2 Sheets Sheet 2 ENTOR. George iBarn/mrt BY I Fatented Feb. 16, 1937 Uiii'lhh stares a ar EH65 14 @laims.

This invention relates'to improvements in airplanes.

The general object of this invention is to provide novel means for controlling the airflow over the wing of an airplane.

A more specific object of my invention is to provide a novel means enabling an airplane to gather speed at'the start of the take-off by keeping the resistance low and then to increase the lift for the actual take off.

Another object of the invention is to provide novel lateral balance control for an airfoil.

Still another object of the invention is to provide novel means for effecting lateral control or longitudinal control of an airplane by projecting a surface upward or downward into the air stream.

An additional object of the invention is to provide an airfoil having a control flap with novel means to reduce the effort required to operate the flap.

Another object of the invention is to provide an airplane having a control flap with" novel flap means, such as a cable, which acts to take the load off of the flap.

An additional object of the invention is to provide an auxiliary air channel way disposed adjacent the flap to control or modify the operation of the flap.

Other objects and the advantages of this invention will be apparent from the following description taken in connection with the accompanying drawings wherein:

Fig. 1 is a top plane view of an airplane embodying the features of my invention;

Fig. 2 is a side elevation of the airplane shown in Fig. 1;

Fig. 3 is an enlarged section taken on line 33 Fig. 1 showing the flaps in an open position;

Fig. 4 is an enlarged fragmentary view similar to Fig. 3 showing the front portion of the wing and with the flaps in a closed position;

Fig. 5 is an enlarged fragmentary view taken on line 5-5 of Fig. 3;

Fig. 6 is a view similar to Fig. 3 showing different arrangement of wing flaps;

Fig. '7 is a view similar to Fig. 6 showing an.- other arrangement of the wing flaps, and

Fig. 8 is a view similar to Fig. '7 showing a still further arrangement of the wing flaps.

Referring to the drawings by reference characters I have indicated an airplane embodying the features of my invention generally at Hi. The airplane I0 is shown as of the tailless monoplane type and includes a. cabin type fuselage l2,

wings i3 having vertical stabilizers l4 and vertical rudders i 5 thereon, and a tractor type propeller I6. It will be understood that my invention may be applied to other types of airplanes.

In general the wing i3 is of hollow construction and stream line in cross section and includes a leading edge if and a trailing edge [18, an upper surface 59 and a lower surface 20.

Adjacent the leading edge ll of the wing I3 in the upper surface 59 thereof I provide a plurality of flaps 2t and adjacent the trailing edge 93 in the upper surface I provide a plurality of flaps 22 while adjacent the leading edge of the wing in the lower surface 20 thereof I provide a plurality of flaps 23 and adjacent the trailing edge in the lower surface I provide a plurality v the trailing edge of the lower section 26 as at 2'5 and the leading edge of the lower section is pivotally connected to a portion of the wing structure as at 28. When the flap is open as shown in Fig. 3 the lower section 26 is inclined upwardly and rearwardly and the upper portion is inclined upwardly and forwardly. The upper section is preferably of less length than the lower section and the lower section includes a recessed portion 29 to receive the upper section when the flap is in a closed position as shown in Fig. 4. Adjacent each end the lower section 26 includes a pivoted brace rod 30 the end portion of which is slidably positioned in an elongated aperture 3| of the upper section 25. The brace rod 30 restricts the upward travel of the upper flap section beyond a predetermined angle.

The flap 2| is positioned in a recess 32, in the upper surface of the wing. This recess has a lower wall 33 to prevent flow of air into the wing when the flap is open. When this flap is closed,

as shown in Fig. 4, the flap section 25and a portion of the section 26 form a surface which, is continuous with the upper surface 2| of the wing.

For actuating the flap 2| I provide a link mechanism which includes links 35 and 36. Oneend of the link 35 is pivotally secured to the flap portion 25 as at 3'1 and the opposite end of the link 35 is pivotally secured to the link 36 as at 38 and the opposite end of the link 36 is pivotally secured to a portion of the wing structure as at 39. When the pivot 38 is shifted rearward the link 35 swings the flap 2| upward to an open position as shown in Fig. 5 and hen the link pivot 38 is moved forward the ll 35 swings the flap downward to a closed position as shown in Fig. '1.

Positioned in the wing aperture 36 I provide a pilot flap 40. The pilot flap 40' is pivotally se- I and the opposite end .of the link 43 is pivotally 40 and thereafter the main flaps 2|.

secured to a portion of the wing structure as at 46. When the pivot of the lever mechanism is moved rearward the link 42 swings the pilot flap downward 'to an open position as shown in Fig. 5 and when the pivot "is moved forward the link 42 swings the flap upward to a closed position as shown in Fig. 4. v

For operating the control mechanism of the flap 2| suitable cable mechanism 41 which extends to the control cabin of the fuselage may be provided or any other suitable means may be provided for actuating the lever mechanism.

For operating the controlmechanism of the pilot flaps 46 suitable cable mechanism 48 which extends to the control cabin of the fuselage may be provided or any other suitablemeans may be provided for actuating the lever mechanism.

When the operator desires to open the main flap 2| he preferably first opens the pilot flaps By opening the pilot flaps 4| these flaps direct the air stream into the housing 34 whereupon less effort is required to open the main flaps 2 I. When the main flaps 2| are opened the air pressure thereagainst retards the' forward motion of the airplane. Furthermore, by opening various ones of the flaps the direction of the flight of the plane may be controlled and changed.

The flaps 22 are similar to flaps 2| and each includes an upper section 49 and a lower section 58. The upper section 49 is pivotally connected to the lower section 50 as at 5! and the lower section is pivotally connected to a portion of the wing structure as at 52. The pivot 5| is positioned to the rear of the pivot 52 so that when the flap 22 is in an open position as shown in Fig. 3 the lower portion is inclined upwardly and rearwardly and the upper portion is inclined upwardly and forwardly.

The uppersection 49 is of less length than the lower section 56 and the lower section includes a recessed portion'53 to receive the upper section when the flap is in a closed position. The flap 22 is positioned in an aperture 54 in the upper surface of the wing so that when the flap is in a closed position the upper section 49 and a portion of the section 50 form a surface which is continu ous withthe upper surface of the wing. Below Y the flap 22 I provide a housing 55 which closes the wing aperture 54 and prevents the flow of air into the wing when flap 22 is open.

For opening the flap 22 I provide a cable mechanism 56 which extends to the control cable in the fuselage i2. For closing the flap 22 I provide a lever mechanism which includes a link 51 and a link 58. The link 51 is pivotally secured to the flap portion 49 as at 59 and the opposite end of the link 59 is pivotally secured to the link 58 as at 66 and the opposite end of the link 58' ispivotally sec red to a portion of the wing structure as at 6|. When the pivot 60 is shiited 10 which closes the wing aperture 69 and to a closed position.

- For operating the lever mechanism of the-flap 22 a cable mechanism 62 which leads to the control cabin of the fuselage may be provided.

Each of the flaps 23 includes an upper 'section 63 and a lower section 64. The upper section 63 is pivotally connected to the lower section 64 as at 65. The upper section is pivotally connected to a portion of the wing structure as at 66. The pivot 65 is positioned to the rear of thepivot 66 so that when the flap 23 is open as shown in Fig. 3 the upper portion 63 is inclined downwardly and rearwardly and the lower portion is inclined downwardly and forwardly. The lower section '64 is of greater length than the upper section 33 and when in a closed position as shown in Fig. 4 overlaps the pivoted'end of. the section 63.

Adjacent each end the upper section 63 includes a pivoted brace rod 61, a part of which is slidable in an elongated aperture 68 in the lower section 64. The brace rod 36 restricts the downward travel of the lower section beyond a predetermined angle. The flap 23 is positioned in a 1'8? cess 69 in the lower surface of the wing so that when the flap is in a closed position as shown in Fig. 4 the lower section 64 forms a surface which is continuous with the-lower surface 20 of the wing.

Above the flap 23 I provide a housing member vents the flow of air into'the wing when the flap 23 is open.

For' actuatingthe flap 23' I provide a lever One end of the link 1| is pivotally secured to of the link II is pivotally secured to the link 12 as at 14 andthe opposite end'of the link I2 is pivotally secured to a portion of the wing struc- Positioned in the wing aperture 69 forward of the flap 23 I provide a pilot flap 16. The pilot flap I6 is pivotally'secured adjacent its leading edge to the wing structure as at 11 and when open inclines upwardly and rearwardly as shown in Fig. 3.

Positioned in the wing aperture 69 in the rear of the flap 23 I provide a flap 18. The flap I8 is pivotally secured adjacent its rear edge 'to the wing structure as at 19 and .when open in- I clines upwardly and forwardly as shown in Fig. 3.

Above the housing 16 and spaced therefrom I provide a housing 80 which forms a channel 8|.

Whe n the flap 23 and the pilot 'flap 16 are in a closed position as shown in Fig. 4 the forward end of the channel 86 is closed and-when the flap I8 is in a closed position it closes the rear end of the channel 8 For actuating the pilot flap i6 suitable link mechanism 82 similar to the link mechanism of the pilot flap 40 may be provided and for actuat ing the. flap 18 similar link mechanism 83 may be provided. :The link mechanisms 82 and 83,

like the previously described flap link mechanisms may be'actuated by. a similar cable mechanism from the control-cabin in the fuselage.

Each of the flaps 24 includes an upper section 84 and a lower section 85. The lower section is pivotally connected tothe upper section 84 as at 86 and the upper section is pivotally connected to a portion of the wing structure as at 81. The pivot 86 is positioned in the rear of the pivot 81 so that when the flap is open as shown in Fig. 3 the upper portion 84 is inclined downwardly and rearwardly and the lower portion 85 is inclined downwardly and forwardly.

For restricting the downward travel of the flap portion 85 beyond a predetermined angle, and also to provide means for removing a portion of the load from the flap, I provide a cable 88, one end of which is secured to the lower flap section 85 as at 89. The cable 88 enters the wing I3 over a pulley 89 and the end thereof is secured toa spring which is suitably anchored to a portion of the wing structure. The cable 38 has a stop member 9I thereon which when the flap is in a fully open position engages an abutment member 92 to restrict further travel of the cable 88. When the flap 24 is moved to a closed position the spring 90 takes up the slac in the cable 08. 0

For actuating the flap 24 I provide a lever mechanism which includes a link 93 and a link 94. One end of the link 93 is pivotally secured to the flap portion 85 as at and the opposite end of the link 93 is pivotally secured to the link 94 as at 9B and the opposite end of the link 94 is pivotally secured to a portion of the wing structure as at 9?.

When the pivot 96 is shifted rearward the link 93 swings the flap 24 downward to an open position and when the link pivot 96 is moved forward the link 93 swings the flap forward to a closed position. Suitable cable mechanism 98 extending into the control cabin may be provided for actuating the link mechanism of the flap 24.

In Fig. 6 I have shown a wing at I00. In the upper surface of this wing I00 adjacent the leading edge thereof I provide a flap IOI and adjacent the trailing edge of the wing in the upper surface I provide a flap I02 and directly below the flap I02 in the lower surface of the wing I provide a flap I03.

The flap IOI includes an upper section I04 and a lower section I05. The upper section I04 is pivotally connected to the lower section I05 as at I06, and the lower section'is pivotally connected to a portion of the wing structure .as at I01. The pivot I06 is positioned in the rear of pivot I01 so that when the flap is open the lower portion I05 is inclined upward and rearward and the upper portion is inclined upward and forward. The lower section I05 includes a pivot brace rod I08 which is positioned in an elongated aperture I09 ofthe upper section I04. The brace rod I08 restricts the forward travel of the upper flap section beyond a predetermined angle.

The flap IN is positioned in recess IIO in the upper surface of the wing so that when the flap is in a closed position the flap section I04'forms a surface which is continuous with the upper surface of the wing. Below the flap IOI I provide a housing member II2 which closes the wing recess H0 and prevents the flow of air into the wing when the flap is open.

Spaced below the housing I I2 I provide a housing I I3 which with the housing I I2 forms a channel H4. The channel II4 opens through the leading edge of the wing forward of the flap IOI and the opposite end of the channel opens through the upper surface of the wing in the rear of the flap I 0|. The forward end of the channel H4 is adapted to be closed by a flap I I5 and the rear end of the channel H4 is adapted to be closed by a flap H6. The flap II5 is pivotally secured adjacent its forward end to the Wing structure as indicated at II5 and the flap I I6 is secured adjacent its rear end to the wing structure as at H6.

For actuating the flap IOI, suitable mechanism I I1 similar to the previously described mechanism of the flap 2i may be provided. The link mechanism H1 is shown as operated by suitable cables mechanism I2I is shown as operated by suitable cables I22.

When the operator desires to open the flap IIii he preferably first opens the flap II5 then the flap II5 whereupon air striking the leading edge of the wing adjacent the flap IOI enters the channel H4, thereby relieving the air pressure on the wing adjacent the flap IOI. Thereafter the operator opens the flap WI.

. The flap I02 includes an upper section I23 and a lower section I24. Theupper section I23 is pivotally connected with the lower section I24 as at I25. The lower section is pivotally connected to a portion of the wing structure as at I23. The pivot I25 is positioned forward of the pivot I26 so that when the flap is open the lower portion is inclined upwardly and forwardly and the upper portion is inclined upwardly and rear- Wardly.

For opening the portion I23 of .the flap I02 I provide a cable I2? which at one end is secured adjacent the outer trailing edge of the flap portion I25 as at I20. The cable I21 enters the wing over suitable pulley devices I29 and extends to a suitable point of control.

For opening the portion I24 of the flap I02 I provide suitable link mechanism I29 which is shown as operated by a suitable cable I29".

For closing the flap I23, suitable cable mechanism I30 is provided. The cable I30 at one end is secured to the flap portion I23 as at BI and the cable extends into the wing and over suitable pulley devices I32 to a point of control.

The flap I02 is positioned in an aperture I3I in the upper surface of the wing so that when the flap is in a closed position the flap section I23 forms a surface which is continuous with the upper surface of the wing. Below the flap I02 I provide a housing member I32 which closes the wing aperture and prevents the flow of air into the wing when the flap I02 is open.

The flap I03 includes an upper section I33 and a lower section I34. The lower section I34 is pivotally connected to the upper section I33 as at I35. The upper section is pivotally connected to a portion of the wing structure as at I36. The pivot I35 is positioned forward of the pivot I36 so that when the flap is open the upper portion I33 is inclined downwardly and forwardly and the lower section I34 is inclined downwardly and rearwardly.

For opening the portion I34 of the flap I03 I provide a cable I3! which at one end is secured intermediate the length of the flap portion which is secured as at I38 intermediate the length of the -fiap portion I34.

wing over suitable pulley devices I38 and'extends to a suitable point of control.

One end of the cable I39 is secured as at I40 to the flap portion I34 and the cable extends into the wing over suitable pulley devices I4I toa point of control. p

The flapl03 is positioned in an aperture I42 I in the lower surface of the wing so that when the flap is in a closed position the flap section I34 forms a surface which is continuous with the lower surface of the wing.

Above the flap I03 I provide a housing member I43 which closes the wing aperture and prevents the flow of air into the'wing when the flap I03 is open.

In Fig. 7 I have indicated a wing structure I45. Adjacent the leading edge of the wing in the upper surface thereof I provide a flap I46 and adjacent the trailing edge in the upper surface I provide a flap I41. Adjacent the leading edge of the wing in the lower surface thereof I provide a flap I48 and adjacent the trailing edge in the lower surface I provide a flap I49. The flap I46 is pivotally secured as at I50 adjacent the forward end to a portion of the wing structure.

When in an open position the flap I46 is inclined upwardly and rearwardly as shown. The flap I46 is positioned in an aperture I5I in the upper surface of the wing so that when the flap is in a closed position the flap forms a surface which is continuous with the upper surface of the wing.

Spaced below the flap I46 I provide a housing member I52. The housing I52, when the fiap I46 is closed, forms a chamber I53. The forward end of the chamber I53 opens through the leadingedge of the wing and is adapted to be closed by a flap I54. The flap I54 is pivotally secured adjacent its forward end to a portion of the wing structure as at I55. When the flap I54 is in a closed position it forms a surface which is continuous with the outer surfacefof the wing.

For actuatingthe flap I46, suitable link mechanism I56 similar to the previously described mechanism of the flap 2I may be provided. The' .link .mechanism I56 is shown as operated by suitable cables I51.

For actuating the flap I54, suitable link mechanism I58 similar to the previously described he preferably first opens the flap I54 whereupon air. enters the chamber I53 and alters the air pressure above the wing flap I46. Air entering the chamber-I53 produces a change in the pressure on ths under side of the flap I46.

The flap I48 includes an upper section I60 and a lower section I6I. The lower section I6I is pivotally connected to the upper section I60 as at I62 and the upper section I60 is pivotally secured to a portion of the wing structure as at I63. The pivot I62 is positioned in the rear of the pivot I63 so that when the flap is in an open position the portion I60 is inclined downwardly Adjacent the .outer surface thereof, the cable I31 enters the and rearwardly and the portion IN is inclined downwardly and forwardly.

The upper section I60 includes a brace rod I64 which is positioned in an elongated aperture I65 of the portion I6I. The brace rod I64 restricts the downward travel of the portion I6I beyond a predetermined angle. The flap I48 is positioned in an aperture I66 in the lower surface of the wing. Positioned in the aperture I66 forward of the flap I48 I provide a flap I61 which is pivotally connected to the section adjacent its forward end to the wing structure as at I68. When the flap I68 is in a closed position it forms a surface which is continuous with the lower surface of the wing. Over the flaps I 48 and I61 I provide a housing member I69 which, when the flaps are open, prevents air from entering the wing.

For actuating the flap I48, suitable link mechanism I1I similar to the previously described mechanism of the flap 2I may be provided. The link mechanism "I is shown as operated by suitable cables I12.

For actuating the flap I61, suitable link mechanism I13 similar to the previously described move the flap I48 to an open position when the operator actuates the flap I48 to an open position.

The flap I41 is pivotally secured adjacent its rear end to the wing structure as at I15. When the flap I41 is in an open' position it is inclined upwardly and forwardly as shown. The flap I41 is positioned in an aperture I16 in the upper surface'of the wing so that when the flap is in 'a closed position it forms a surface which is continuous with the upper surface of the wing. Below the flap I41 I provide a housing member I11 which closes the wing aperture I16 to prevent the flow of air into the wing when the flap is open.

the flap I48 anism I18 which is actuated by suitable cables I19. For closing the flap I 41 I provide a cable I which is secured to the flap as at I8I and extends to a suitable point of control.

The flap l49 includes an upper section I82-and a lower section I 83. The lower section is pivotally secured as "at I84 to the upper section I82 and the upper section is pivotally secured as at I85 to a portion of the wing structure. The pivot I84 is positioned forward of the pivot I85 so that when the-flap is in an open position the upper portion I 82 is inclined downward and forward and the lower section I83 is inclined downward and rearward. The lower section I83 is of less. length than the upper section I82 and the upper section includes a recessed portion I86 to receive the lower portion when the flap is in a closed position. The upper section I82 includes a brace rod I 81 which is positioned in an elongated aperture I88 and the lower section I83. The brace rod I81 restricts the downward travel of the lower flap section beyond a predetermined angle. The flap I49 is positioned in an aperture I89 in the lower surface of the wing so that when the flap is in a closed position the lower section I83 and a portion of the section I82 form a surface which is continuous with the lower surface of the wing.

Above the flap I49 I provide a housing member I90 which closes the wing aperture I99 and prevents the flow of air into the wing when the flap is open.

For actuating the flap I49,suitable link mechanism I9I similar to the previously described mechanism of the fiap 2I may be provided. The link mechanism I9I is shown as operated by'suitable cables I92.

To relieve the strain of the air pressure on the flap I49 from the link mechanism thereof I provide a bracing cable I92 which enters the wing over pulley devices I 92" and extends to a suitable point of control.

Forward of the flap I41 the wing has an aperture I93 therein which opens into the space between the housings I'll? and I90. The aperture I93 is adapted to be closed by a flap I94 which, adjacent its forward wing, is pivotally secured to the wing structure as at I95.

For actuating the flap I94, suitable link mechanism I96 similar to the previously described mechanism of the fiap 2i may be provided. The

link mechanism I 96 is shown as operated by suitable cables I97.

Forward of the flap I49 the wing has an aperture I99 therein which like the aperture I93 opens into the space between the housings I1? and I90. The aperture I98 is adapted to be closed by a flap I99 which is pivotally secured adjacent its forward end to the wing structure as at 200.

For actuating the flap I99, suitable link mech anism 20I similar to the previously described mechanism of the flap 2i may be provided. The

link mechanism MI is shown as operated by suit-" When the operator desires to open the fiap I4'I he preferably first opens the flap 204 and then the flap I94. Whenthe flaps 204 and I94 are open the air stream passing through the space between the housings I11 and I90 will be partially directed through the aperture I93 into the space between the housings I11 and I90 and out through the aperture 203, thus relieving the air pressure over the flap I41, whereupon less effort is required to open this flap.

When the operator desires to open the flap I49 he preferably first opens the flap 204 and then the flap I99. When the flaps I99 and 204 are open the air stream will be partially directed through the aperture I98 into the space between the housings I11 and I90 and out through the aperture 203 thus relieving the air pressure against the under side of the flap I49 whereupon less effort is required to open the flap I49, or, if

desired, the operator might open flap I94 as well as flap I99 instead of opening flap I99 and flap 204.

In Fig. 8 I have indicated a wing structure generally at 2I0. In the upper surface of the wing adjacent the leading edge thereof I provide a flap 2I2. Intermediate the flap 2I2 and the trailing edge of the wing in the upper surface I wing intermediate the extent thereof I provide a flap 2I4 and in the lower surface adjacent the trailing edge of the wing I provide a flap 2I5.

The flap 2I2 is pivotally secured adjacent its rear end to a portion of the wing structure as at provide a flap 2| 3. In the lower surface of the" 2I6 so that when the fiap is in an open position 1 it is inclined forwardly and upwardly. The flap 2I2 is positioned in an aperture 2I'I in the upper surface of the wing so that when the flap is in a closed position the flap forms a surface which is continuous with the upper surface of the wing. Below the flap 2I2 I provide a housing member 2 I8 which closes the wing structure and prevents the flow of air into the wing when the fiap is open. Spaced below the housing 2I8 I provide a housing 2I9 which with the housing 2I8 forms a channel 220. The forward end of the channel 220 opens through the leading edge of the wing forward of the flap 2I2 and is adapted to be closed by a nap 22I which is pivotally secured to the wing structure as at 222.

The rear end of the channel 220 opens through the upper surface of the wing and is' adapted to be closed by a flap 223 which is pivotally secured to the win-g structure as at 220.

For actuating the flaps 2I2, 22I, and 223, suitable link mechanisms 225, 221, and 229, similar to the previously described mechanism of the flap 2i, may be provided. The link mechanisms 225, 223, and 229, are shown as operated by suitable cables 226, 223, and 230.

When the operator desires to open the flap 2I2 he preferably first opens the flap 223 and then the flap 22i, whereupon the air stream strikes the leading edge of the wing adjacent the flap 2I2 and enters the channel 220 thereby relieving the air pressure on the upper surface of the flap whereupon the flap 2I2 may be opened with les effort.

The flap 2I3 includes an upper section 23I and a lower section 232. The upper section 23I is pivotally connected to the lower section 232 as at 233 and the lower section is pivotally connected to the wing structure as at 234. The pivot 233 is positioned to the rear of the pivot 234 so that when the flap is open the lower portion 232 is inclined upward and rearward and the upper portion is inclined upward. and forward.

The flap 2I2 is positioned in an aperture 235 in the upperv surface of the wing so that when the flap is in a closed position the upper surface thereof is continuous with the upper surface of the wing. Below the flap 23I Iprovide a housing 239 which forms a channel 231. The forward end of the channel 23'! opens through the upper surface of the wing forward of the leading end of the flap. The rear end of the channel 231 opens through the top of the wing within the radius of the flap so that when the flap 2I3 is in a closed position it closes the rear end of the channel 2I3 and when the flap 2I3 is in an open I position the rear end of the channel is open.

For actuating the flap 2I3 I provide a link mechanism 238 which is operated by a cable de- 244. When the flap 243 is in an open position it is inclined forwardly and upwardly as shown.

For actuating the flap 243, suitable link mechanism 245 similar to the previously described Mechanism of the flap 2| may be provided. The

link mechanism 245 is shown asoperated by suitable cables 246.

When the operator desires to open the flap 2 l3 he preferably first opens the flap 243 whereupon air is directed thereby into the channel 231 to 'the flap 2|4 is in an open position it is inclined downwardly and forwardly. The flap 2 is positioned in an aperture 248 in the lowersurface of the wing so that when the flap is in a closed position this fiap forms a surface which is con tinuous with the lower surface of the wing.

Above the flap 2|4 I provide a housing 249 which forms a channel 250. The forward end of the channel 250 opens through the lowersurface of the wing forward of the flap 2| 4 and the rear end of the channel 250 opens through the lower surface of the wing to the rear of the flap 2.

For actuating the flap 2|4, suitable link mechanism 25| similar to the previously described,

mechanism of the flap 2| may be provided. The link mechanism 25| is shown as operated by suitable cables 252. i

The forward end of the channel 256 is adapted to be closed by a flap 253 which is pivoted ad- 7 the aperture 262 forward of the flap 215 I projacent its forward end to the wing structu e as at 254. The rear end of the channel 250 is adapted to be closed by a flap 255 which is pivotally secured adjacent its rear end to the wing structure as at. 256.

For actuating the flap 253, suitable link mechanism 251 similar to the previously described mechanism of the flap, 2| may be provided. The link mechanism 251 is shown as operated by suitable cables 258.

For actuating the flap 255, suitable link mechanism 256 similar to the previously described mechanism of the flap 2| may be provided. The link mechanism 259 is shown as operated by suitable cables 260.

When the operator desires to open the flap 2-|4 he preferably first opens the flap 255 and then the flap 253 whereupon the air stream enters the forward end of the channel 250, passing through the channel and out through the rear end thereof thereby relieving the air pressure against the Iundersurface of the flap 2|4 whereupon less effort is required to open the flap 2. The flap 2 I5 is pivotally secured adjacent its forward edge to the Wing structure as at 26| and when open is inclined downward and rearward.

The flap 2|5 is positioned in an .aperture 262 in the lower surface of the wing so that when vide a flap 266 which is pivotally secured adiacent its rear end to the wing structure as at 261. When the flap 266 is in an open position it is inclined downwardly and forwardly.

For actuating the flap 266, suitable link mechanism 266 similar to the previously described mechanism of the flap 2| may be provided. The

link mechanism 266 is shown as operated by suitable cables 269.

When the operator desires to open the flap 2|5 he preferably first opens the flap 266 whereupon the flap 266 directs air through the housing 263 to relieve a downward pressure ofthe flap 2|5 whereupon less effort is required to open the From the foregoing description it will be apparent that I have invented novel airplane wing and control devices which are effective in operating airplanes.

Having thus described my invention I claim:

1. In combination with an airplane including.

a control cockpit and a supporting wing having ,an upper and a lower surface, a vane member sections hinged together, means to pivotally se- 35 cure one of said vane sectionsto said airfoil so that said one section may fold upon the airfoil,

said wing having a channel extending therethrough, said channel including an opening closely in advance of said vane whereby the vane when in open position increases the air flow through said channel, said channel, having an exit in--the rear of said vane, and means to swing said vane member outward from a position upon the airfoil.

3. In combination with an airplane including a control cockpit and a supporting wing, a plurality of vane members each comprising an inner and an outer hinged section, said inner sections being hinged to said wing, each of said vane members being movable from an unobstructiye airflow position to an obstructive airflow position, saidwing having channels extending therethrough, said channels including an opening closely in advance of said vanes whereby the vane when in open position increases the air flow through said channel, said channel having an exit in the rear of said vanes.

4. The combination of an airplane including a control cockpit and a supporting wing, and a vane member including two sections, a hinge connecting said sections at their end edges to form a V, a hinge connecting one of said vane sections to said wing on a hinge line in advance of said first mentioned hinge whereby the apex of the V is to the rear, said vanes being movable from closed position to open position, said wing having a channel extending therethrough, said channel including an opening closely in advance of said vane and having an exit in the rear of said vane.

5. In combination with an airfoil including a leading edge and a trailing edge, said airfoil having a recess in the surface thereof, a vane member comprising a pair of sections having their ends hinged together and positioned in said recess, means to pivotally secure one of said vane sections to said airfoil, said wing having a channel extending therethrough, said channel including an opening closely in advance of said recess whereby the vane when in open position increases the air flow through said channel, said channel having an exit in the rear of said recess, and means to swing said one vane section outward from a position in said recess, one of said vane. sections being longer than the other.

6. The combination of an airplane including a control cockpit and a supporting wing, .and a vane member, said vane member including an inner and an outer section,a hinge connecting said sections,,means connecting one of said vane sections to said. wing on a hinge line adjacent to said wing and in advance of said'first mentioned hinge, whereby said hinges form a substantially V-shaped pocket, the apex of the pocket being to the rear whereby air entering the lower and middle portion of said pocket will flow forwardly over the free edge of said outer vane section, said wing having a channel extending therethrough, said channel including an opening closely in advance of said vane whereby the vane when in open position increases the air flow through said channel, said channel having an exit in the rear of said vane, and means to move said vanes.

7. In combination with an airplane having a fuselage including a control cockpit and wings extending from opposite sides thereof, a recess in one surface of said wing, a vane member positioned in said recess, said vane member comprising two sections, one of said sections being hinged to said wing structure the other of said sections being hinged to the free, end of the first section, said vanes being movable from a closed position to open position, said vanes in a closed position being folded within said recess, said wing having a channel extending therethrough, said channel including an opening closely in advance of said recess whereby the vane when in open position increases the air flow-through said channel, said channel having an exit in the rear of said recess, and means insaid cockpit to actuate said vanes.

8. In combination with an, airfoil including a leading edge and a trailing edge, a vane member, means to hinge said vane member to said airfoil, said vane being movable from a closed position to an open position, said wing having a channel ,extending therethrough, said channel including an opening closely in advance of said vane whereby the vane when in open position increases the air flow through said channel, said channel having an exit in the rear of said vane and means to control the passage of air through-said channel.

9. In combination with an airfoil including a leading edge and a trailing edge, said airfoil having a recess, a vane member in said recess, said.

vane member including two sections, means to hinge one of said sections to said airfoil, means to hinge the other end of said one'section to said second section, said vane being movable from a closed position to an open position, said wing having a channel extending therethrough, said channel including. an opening closely in advance of said recess whereby the vane when in open'position increases the air flow through said channel, said channel having an exit in the rear of said recess'and means to control the passage of air through said channel.

'10. The combination of an airplane including a, control cockpit and a supporting wing having a leading and a trailing edge, and a vane member having a leading edge and a trailing edge, means connecting one of said edges of said vane member to said wing whereby the vane may move into the air stream, means disposed close to said vane and within the wing and in the rear of the leading edge of the wing whereby the vane when in open position increases the air flow through said channel, said channel serving to conduct air around said vane and to deliver the conducted air at a location in advance of the trailing edge of the wing, and means to move said vane.

11. In combination with an airfoil including a leading edge, a trailing edge, an upper surface and a lower surface, said airfoil having a passageway intermediate said leading edge and said trailing edge, said passageway having an opening in one surface in the rear of the leading edge and having an exit in advance of the trailing edge, a vane member positioned closely in the rear of said passageway opening and in advance of said passageway exit, whereby the vane when in open position. increases the air flow through said channel and means to hinge said vane to said one surface.

12. In an airplane having a wing including a leading edge and a trailing edge, a vane member, said vane member comprising two portions, one

of said portions being pivoted to the wing and the other portion being pivoted to the first portion,

said two portions being movable from a folded closure fiapfor closing the front of said passage-' way, a second pivoted closure flap for closing the rear of said passageway, a vane member positioned on the outer surface of the wing intermediate the length of said passageway and .close to said I opening whereby the vane when in openposition increases the air flow through said passageway,

and means operable from a location remote from said vane member and said flaps to move said vane member and said flaps.

14. In an airplane, a wing having a leading edge and a trailing edge, said wing having a recess in its upper surface and having a recess in its lower surface, said recesses being disposed adjacent the leading edge of the wing, a vane member pivoted in said upper recess and adapted to be movedfrom a folded position where it closes the rear end of said recess to an upper position where it is disposed in the air stream, there being a passage-- way leading to said upper recess,a closure member for closing said passageway, said passageway having an opening close to said vane member whereby the vane when in open position increases the air flow through said passageway, a second vane member pivoted in said lower recess, said second vane member including a plurality .of

hinged sections pivoted to fold within the lower recess.

GEORGE E. BARNI-IART. 

